Horizontal-axis vehicle gate incorporating locking mechanism

ABSTRACT

A vehicle gate is mounted for pivotal movement about a horizontal axis which is generally coincident with the surface of the roadway, and counterweights are provided to normally maintain the gate in an upright position. A disc is nonrotatably associated with the pivot shaft for the gate, and has a notch therein adapted to receive a pivotally-mounted latch bar. A lock mechanism is so located that it is adjacent the passenger compartment of the vehicle when the vehicle is stopped on the approach side of the gate. Such mechanism is adapted to be operated by the vehicle driver to effect lifting of the latch bar out of the notch. The driver then drives the vehicle against and over the gate, following which the gate moves automatically to its upright condition and becomes locked without need for further action by the driver. The locking of the lock mechanism is effected by the driver while the vehicle is still near (but not at) the position at which it is located while the lock mechanism is being unlocked, but the gate does not actually lock until after the vehicle is driven therethrough.

United States Patent [191 Walls Dec. 4, 1973 HORIZONTAL-AXIS VEHICLEGATE INCORPORATING LOCKING MECHANISM [52] US. Cl. 49/13], 49/35, 49/269,49/364, 49/386 [51] Int. Cl. E061) 11/02 [58] Field of Search 49/12, 35,131, 262, 49/263, 269, 271, 272, 273, 274, 364, 386

[56] References Cited UNITED STATES PATENTS 2/1967 Seuntjens 49/1312,657,486 11/1953 Sweetser..... 49/35 3,673,734 7/1972 Goldberg...49/131 FOREIGN PATENTS OR APPLICATIONS 256,033 10/1963 Australia 49/1312,678 6/1932 Australia 49/131 Primary Examiner-J. Karl BellAtzorneyRichard L. Gausewitz et a1.

[5 7 ABSTRACT A vehicle gate is mounted for pivotal movement about ahorizontal axis which is generally coincident with the surface of theroadway, and counterweights are provided to normally maintain the gatein an upright position. A disc is nonrotatably associated with the pivotshaft for the gate, and has a notch therein adapted to receive apivotally-mountedlatch bar. A lock mechanism is so located that it isadjacent the passenger compartment of the vehicle when the vehicle isstopped on the approach side of the gate. Such mechanism is adapted tobe operated by the vehicle driver to effect lifting of the latch bar outof the notch. The driver then drives the vehicle against ,and over thegate, following which the gate moves automatically to its uprightcondition and becomes locked without need for further action by thedriver. The locking of the lock mechanism is effected by the driverwhile the vehicle is still near (but not at) the position at which it islocated while the lock mechanism is being unlocked, but the gate doesnot actually lock until after the vehicle is driven therethrough.

10 Claims, 7 Drawing Figures I PATENTEUUEC 4191s SHEEI 1 IF 3 BACKGROUNDOF THE INVENTION 1. Field of the Invention This invention relates to thefield of horizontal-axis gates which are provided in fences or walls,and which are adapted to be pushed over and driven over by automobilesor trucks.

2. lDescription of Prior Art Push-type or bump-type vehicle gates havebeen known in the art for many years, but have not achieved wideacceptance. It is the belief of applicant that a major reason for suchlack of acceptance has been the lack of a locking mechanism which may beoperated by the vehicle driver while he is sitting in the passengercompartment on the approach side of the gate, not only to unlock thegate but also to relock it.

It is emphasized that gates which do not have what may be termedselective locking nechanisms, for example padlocks which may be openedonly be selected individuals who either have keys or who know thecornbinations, are worthless in many applications. As but one example,certain governmental agencies in the West have large numbers of vehiclegates in mountainous or back-country areas. Each employee of suchagencies spends much time in unlocking, opening and then relocking eachgate. This laborious procedure constitutes a major waste of valuabletime.

The following U.S. Pats. were discovered in a priorart search of thepresent invention: Nos. 551,245;

1,617,680; 1,628,703; 1,763,414 and 3,170,258.

SUMMARY OF THE INVENTION A bump-type vehicle gate has a horizontal pivotshaft disposed near the surface of the roadway, which shaft isassociated with means to normally maintain the gate in upright position.A movable latch element is operably related to the shaft in suchmannerthat the gate may pivot when the latch is in one position but not whenit is in another position. A lock station is provided in a locationaccessible to the vehicle driver while he is sitting in the drivers seaton the approach side of the gate. The lock station includes a padlock orother selective locking device, and also an actuating means manuallymovable by the driver after unlocking has been effected. Means areprovided to associate the actuating means with the latch element, andcomprise a lost-motion connection such that the driver may relock thepadlock while the vehicle is still on the approach side of the gate,near the position where the vehicle was located when unlocking occurred.However, the latch element does not move to its gate-locking positionuntil the vehicle has been driven over and through the gate. Thus, noaction by the driver is required when the vehicle is on the exit side ofthe gate.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic isometric viewshowing a vehicle gate and gate-locking mechanism constructed inaccordance with the present invention;

FIG. 2 is a fragmentary schematic isometric view showing the mechanismwhich is contained in the box at the left end of the gate (as the gateis viewed in FIG.

FIG. 3 is a fragmentary schematic isometric view of the mechanismcontained in the box at the right end of the gate (as viewed in FIG. 1);

FIG. 4 is a top plan view of the mechanism shown in FIG. 2;

FIG. 5 is a vertical sectional view taken on line 5-5 of FIG. 4;

FIG. 6 is a vertical sectional view on line 6-6.of FIG.

DETAILED DESCRIPTIONOF THE PREFERRED I EMBODIMENT Referring first toFIG. 1, the vehicle gate and locking mechanism is illustrated tocomprise a horizontallyelongated gate 10 which is illustrated in thepresent embodiment as including a rectangular frame formed of tubularmembers. Vehicle track portions 11 are provided on the gate in order toprevent damage thereto when an automobile or truck is driven thereoverafter the gate has been pivoted downwardly to a horizontal positionparallel to and adjacent the roadway. It is to be understoodthat thegate 10 is incorporated in a fence or wall, not shown, and whichincludes posts located sufficiently near ends of the gate that nopassage may be effected except after opening of the gate.

The pivot axis of the gate is adjacent the roadway, being disposed inthe center, of a horizontal hollow shaft 12 which rotates in fourbearings. It is pointed out that gate 10 is a crank on shaft 12, so'thatpushing or bumping of the gate turns the shaft (and, conversely, turningof the shaft raises the gate).

Two of the gate bearings, numbered 13 and 14 (FIG. 1 are secured to aconcrete deck 16 which is provided in the roadway. The remainingbearings, numbered 17 (FIGS. 2, 4 and 5) and 18 (FIG. 3), are fixedlymounted (respectively) in the inner walls of partiallyburied boxes 19and 20 which are located at opposite ends of gate 10.

Each box 19 and 20 has a substantial portion beneath the surface of deck16, and also has a cover portion above the surface of such deckfTheboxes 19 and20 may, for example, be formed of metal, and each has aremovable cover (as indicated in, FIG. 5) to permit access to themechanism. Such cover is locked in place by suitable lock means, notshown.

The end of shaft 12 within box 19 is connected to a sleeve 22 by weldingor other rigid and strong means, such sleeve being shown in FIGS. 2, 4and S. A relatively large-diameter, strong and rigid disc 23 is fixedlymounted on sleeve 22'as by welding, and has a notch 24 (FIG. 2) at onepoint about the periphery thereof, A counterweight 26 is connected bytwo bars 27 to the portion of disc 23 diametrically opposite notch 24,and serves to maintain the gate 10 in upright position at all timesexcept when a vehicle is being driven thereover.

Referring to FIG. 3, a second counterweight 28 is mounted in the box 20at the other end of the gate H) (the right end as shown in FIG. ll suchsecond counterweight being connected by bars 29 to a disc 30. Disc 30 is(correspondingly to disc 23 but at the other end of the gate) welded ona sleeve 31 which is welded or otherwise rigidly secured to the end ofpivot shaft 12.

Thus, both of the counterweights 26 and 28 cooperate in normallymaintaining the gate in the upright condition shown in the drawings.

To maintain the pivot shaft 12 (and thus gate 10) locked in thegate-upright position, a latch bar 32 is seated in the notch 24 (FIG.2). Latch bar 32 is an elongated horizontal element having an inner endwhich may move within the limits permitted by a pair of vertical bars 33and by two end blocks 34, the bars 33 and blocks 34 being mounted on theinner vertical wall of box 19.

The outer end of latch bar 32 is pivotally associated with the outervertical wall of box 19, by means of a yoke 36 having journal portions37 through which a horizontal pivot shaft 38 extends. The ends of shaft38 are mounted in brackets 39 which are suitably welded to the box wall.

The various elements 33-34 and 36-39 effectively prevent any motion oflatch bar 32 except in a vertical plane. Thus, the disc 23 andassociated pivot shaft 12 and gate 10 are prevented from rotating untilsuch time as the bar is lifted out of the notch.

REMOTE-OPERATED MEANS FOR LIFTING LATCH 32 OUT OF NOTCH 24 A lock (andoperating) station 4ll is located adjacent the roadway in which gate 10is disposed, at such position that the lock station 41 is accessible tothe driver of a vehicle which is approaching gate 10 from the right(FIG. 1), and while the driver is sitting in the drivers seat of thevehicle. As best shown in FIG. 7, look sta tion 41 comprises a supportand cover bar 42 having an angle-shaped cross-section, and which ismounted at a convenient height above deck 16 by means of a post 43. AU-shaped slide rod 44 is welded at its ends to the vertical portion ofbar 42. The center portion of rod 44 is disposed adjacent and parallelto an inclined actuating rod 46. The outer end of rod 46 is slidablymounted in a bearing element 47 (FIG. 7), whereas the inner end of rod46 extends slidably through a wall of box 19. A handle or actuatingelement 48 is mounted on actuating rod 46 and is adapted to be graspedby the vehicle driver in order to shift rod 46 in a direction away frombox 19 after unlocking of a mechanism next to be described.

Four (or any other desired number of) interrelated tabs 49-52 aremounted both on the center portion of slide rod 44 and on the actuatingrod 46. Tab 49 is welded at 53 to rod 44, whereas tab 52 is welded at 54to rod 46. The welds 53 and 54 are the only direct connections betweenthe tabs and elements 44 and 46.

As shown at the lower-right portion of FIG. '7, the tabs 49-52 haveinterrelated leaf protions 49a, 50a, 51a and 52a, respectively, whichare correspondingly apertured in order to receive padlocks one of whichis indicated at 56.

When there are three padlocks provided through the three sets ofregistered holes in tab portions 49a, 50a, 51a and 52a, there can be nosliding of rod 46 relative to rod 44, this being because the padlockscreate corinections between welds 53 and 54 which prevent such sliding.On the other hand, removal of any one of the padlocks frees a jointbetween the two adjacent tabs and thus permits the actuating rod 46 tobe slid by a person who is grasping handle 48 and moving the same to theleft in FlG. 7.

It follows that the person having the key to, or knowing the combinationof, any one of the three padlocks may open the locking means at lockstation 41, and thus shift rod 46 for actuation of the latch bar 32 in amanner described below.

Referring to the lower-right portion of FIG. 2, the end of actuating rod46 remote from lock station 41 is connected to the free end of a lever57. The other end of the lever is pivotally connected by means of ashaft 58 to bearing means (not shown) on the wall of box 19. Suchbearing means correspond to those shown at the right in FIG. 3 (relativeto the wall of box 20).

An additional rod, numbered 60, is pivotally connected to lever 57adjacent the connection thereof to rod 46, and is also pivotallyconnected to a bell crank lever 611. The bell crank lever 61 is freelyrotatable on (and is not attached to) a rotatable connector shaft oneend of which is shown at 62 in FIG. 2 and the other end of which isshown in FIG. 3. Connector shaft 62 extends all the way through, andcoaxially of, the tubular horizontal shaft 12 which is the main pivotmeans for gate 10. The connector shaft permits operation of the latchbar 32 from a second locking station, as described hereinafter. v

Shifting of the two connected rods 46 and 60, in a direction away fromthe plane of gate 10, will cause counterclockwise pivoting of bell crank61 as viewed lin FIGS. 2 and 6. This effects downward pulling of a link63 to thereby pivot downwardly the outer end of a lift member 64. Sincethe upper edge of the inner end of lift member 64 is disposed beneathand adjacent the latch bar 32, it is lifted out of the notch 24 in disc23, thereby freeing such disc and the associated gate shaft 12 forpivotal movement.

The lift member 64 is pivotally mounted in a manner of a first-classlever, having a central journal or fulcrum portion 66 which is rotatablymounted at the outer end of a rod 67.. Rod 67, in turn, is fixedlyconnected to the outer side wall of box 19, for example by a suitableweld and by a brace corresponding to the one at 68a in H0. 5.

OPERATION OF THE MECHANISM THUS-FAR DESCRIBED Let is be assumed that avehicle is approaching the gate 16 from the right as viewed in FIG. 1.As previously indicated, the driver stops the vehicle with the driversseat adjacent lock station 41, at which time the front bumper of thevehicle is immediately adjacent but not in contact with gate 10.

The driver then reaches out the window, unlocks one of the threepadlocks 56 (FIG. 7), grasps the handle 48, and shifts actuating rod 46to the left as viewed in FIG. 7 (to the right as viewed in FIG. 2). Thebell crank lever 611 is therefore pivoted counterclockwise as viewed inFIGS. 2 and 6, which operates (as described above) to lift latch bar 352out of notch 24 and thus free the disc 23 for rotation.

Prior to the time that the operator shifts handle 48 back to itsoriginal position, he drives the vehicle a short distance (for example,1 or 2 feet) forwardly to effect a small amount of pivotal movement ofgate 10. Such pivotal movement of the gate effects correspondingrotation of disc 23, the result being that notch 24 is then no longerregistered with latch bar 32. The operator then reaches back to the lockstation 41, grasps handle 48, shifts rod 46 to the right as viewd inFIG. 7 (to the left as viewed in FIG. 1), and reinserts the padlock 56to relock the mechanism at station 41.

Because notch 24 is not at this time registered with latch bar 32, thelatch bar does not drop into the notch and the disc is not locked.Instead, the latch bar rides on the peripheral surface of the disc 23 ata position angularly removed from the notch 24. The disc thereforeserves as a means to maintain the latch bar 32 in elevated conditionuntil occurrence of a subsequent event.

The operator then drives the vehicle against and over the gate lid, andcontinues on his way there being no necessity for stopping or forfurther action.

After the vehicle disengages the gate 10, the counterweights 26 and 28pivot the gate to upright position, at which time the latch bar 32 drops(due to the effect of gravity) into the notch 24 to lock the disc 23 andthus the gate.

It is pointed out that there is a lost motion between lift member s4 andlatch bar 32 at the time of relocking of the mechanism at station 41, inthat the inner end of lift bar 6d pivots downwardly away from the latchbar 32 (such latch bar being held upwardly by the periphcry of disc 23).It is this lost motion which permits the operator to reinsert and relockthe padlock 56 without simultaneously locking the gate MI, and whichalso permits the gate to lock itself after the driver has driven hisvehicle therethrough.

DAMPER MECHANISM, AND MECHANISM FOR EFFECTING LOCKING FROM THE OTHERSIDE OF THE GATE It is highly desirable that gate 10 pivotto its uprightposition from its depressed position in a reasonably slow manner, onereason being that it is not desired that the upper edge of the gate bumpor drag along the underside of the vehicle being driven thereover.Therefore, a damper mechanism is associated with one end of the gate, asillustrated in FIG. 3. The damper mechanism is indicated at 70 as beinga hydraulic shock absorbet the upper end of which is connected to a pin71. Pin 71 is, in turn, connected to a bracket 72 on disc 30. The lowerend of the damper 70 is pivotally connected by pin 73 to one wall of box2d.

When the gate is in uprightposition, damper 70 is vertical and isdisposed in the same plane as the axis of shaft 12. Thus, rotation ofthe gate 10 and of disc 3% in either direction effects shortening of thedamper. Conversely, rotation of the gate and the disc 30 in a directioncausing the gate to resume its upright position (after being depressedby the vehicle) causes lengthening of the damper. The damper causes suchupward rotation to be reasonably slow, for purposes described above.

In order that the gate may be operated by a driver who is driving avehicle from the left as viewed in FIG. I, a second lock station isprovided as indicated at 41a. Such station 41a is on the opposite sideof gate 10 from station dll, and also on the opposite side of theroadway from station 41. Station 41a corresponds (is identical) tostation 41, and the actuating rod 46a therefrom extends into the boxthrough an opening therein. As shown in FIG. 3, rod 46a connects to alever 57a which extends downwardly to a shfat 58a. As previouslyindicated, shaft 580 is mounted in bearings which are secured to a wallportion of box 20.

Lever 57a is pivotally connected to a rod-60a, the

inner end of such rod being pivotally connected to a.

crank 77 on the above-indicated connector shaft 62. The shaft 62 isjournaled in bearings 78 and 79 at opposite ends of the shaft 12, asshown in FIGS. 2 and 3. The crank 77 is fixedly associated with shaft62, so that pulling on the rods 46a and 60a effects correspondingrotation of crank 77 and thus of shaft 62.

A second crank, numbered 81 and shown in FIGS. 2 and 56, is fixedlyconnected to the end of connector shaft 62 remote from crank '77. Crank81 therefore rotates with crank 77 when the latter is actuated as described, and operates through a link 63a to pull downwardly on the outerend of a lift member 64a, so that the inner end of such member 64aislifted to elevate latch bar 32 out of notch 24. Lift member 64a isjournaled on a rod 67a which is braced by an element 68a (FIG. 5) aspreviously indicated relative to rod 67.

The gate therefore is operable equally well fromeither direction ofapproach, yet the locking mechanism is located at only one end of thegate. The vehicle driver performs the same functions relative to station41a as are described above relative to station 41. Except for thedescribed connecting means between lock station 41a and the latch bar32,. the functions of the elements are the same, regardless of directionof approach.

The foregoing detailed description is to be clearly understood as givenby way of illustration and example only, the spirit and scope of thisinvention being limited solely by the appended claims.

I claim:

1. A vehicle gate assembly, which comprises: v

a gate element, I

means to mount said gate element for pivotal movement abouta horizontalaxis, y said means to mount said gate element comprising a hollow shaftwhich is coincident with said horizontal axis, said horizontal axisbeing disposed at an elevation near that of the surface of the roadwayover which said gate element is mounted, means to bias said gate elementtoward an upright road-blocking position, whereby said gate element isin said upright roadblocking position at all times except while avehicle is driven thereagainst and thereover, an operating stationdisposed at one side of said roadway and spaced from said gate element,the location of said operating station being such that it is accessibleto a driver sitting in the drivers seat of a vehicle which is stopped onsaid roadway adjacent said gate element,

latch means to latch said gate element in said upright position,

means operable from said operating station to release said latch meansand thus said gate element to thereby permit said vehicle to be drivenagainst and over said gate element, said release means, said latch meansand said bias means cooperating with each other to effect relatching ofsaid gate element in upright roadblocking position after said vehiclehas driven through said gate, and without requirement for further actionby the vehicle driver,

a second operating station provided on the side of said gate elementremote from said first-mentioned operating station, said secondoperating station being on the other side of said roadway, and

mechanical connection means provided between said second operatingstation and said release means, said mechanical connection meansextending through said hollow shaft.

2. A vehicle gate assembly, which comprises:

a gate element,

means to mount said gate element for pivotal movement about a horizontalaxis, said horizontal axis being disposed at an elevation near that ofthe surface of the roadway over which said gate element is mounted,

means to bias said gate element toward an upright road-blockingposition, whereby said gate element is in said upright roadblockingposition at all times except while a vehicle is driven thereagainst andthereover,

an operating station disposed at one side of said roadway and spacedfrom said gate element, said operating station comprising an elongatedmovable actuating element, an elongated slide element mounted in fixedrelationship parallel to said actuating element, and a plurality of tabsslidably mounted on said slide element,

said tabs having overlapping portions which are apertured to receivepadlocks,

said tabs being adapted to prevent movement of said actuating elementwhen all of said tabs are connected together in series relationship bysaid padlocks, but to permit movement of said actuating element when anyone padlock is removed,

the location of said operating station being such that it is accessibleto a driver sitting in the drivers seat of a vehicle which is stopped onsaid roadway adjacent said gate element,

latch means to latch said gate element in said upright position, and

means operable from said operating station and responsive to movement ofsaid actuating element to release said latch means and thus said gateelement and thereby permit said vehicle to be driven against and oversaid gate element, said release means, said latch means and said biasmeans cooperating with each other to effect relatching of said gateelement in upright roadblocking position after said vehicle has driventhrough the gate, and without requirement for further action by thevehicle driver.

3. A self-closing and self-locking vehicle gate assembly, whichcomprises:

an elongated shaft,

bearing means to rotatably mount said shaft in a horizontal positionparallel to and adjacent the surface of a vehicle roadway,

a gate rigidly connected to said shaft and normally extending verticallyupwardly therefrom,

a first lock station disposed on one side of said gate and on one sideof said roadway,

a second lock station disposed on the other side of said gate and on theother side of said roadway, both of said lock stations being so disposedas to be accessible to the driver of a vehicle while he is sitting inthe drivers seat of said vehicle and said vehicle is stopped adjacentand facing said gate, means to bias said gate toward vertically-upwardlyextending position,

a latching assembly normally adapted to prevent rotation of said shaftand of said gate when said gate is in said vertically-upwardly extendingposition, said latching assembly comprising a first element fixedlymounted on said shaft at one end portion thereof,

said latching assembly also comprising a second element mountedgenerally above said first element for movement in generally upward anddownward directions,

said second element when in a downwardly-shifted latching position beingadapted to prevent rotation of said first element and thus of said shaftand said gate,

said second element when in an upwardly-shifted nonlatching positionbeing adapted to permit rotation of said first element and of said shaftand gate,

lift means movably mounted under said second element and adapted whenmoved from one position to another position to shift said second elementto said upwardly-shifted position,

first mechanical connector means extending from said lift means to saidfirst lock station, and adapted when actuated by the vehicle driver tomove said lift means from said one position to said other position, and

second mechanical connector means extending from said lift means to saidsecond lock station, and adapted when actuated by said vehicle driver tomove said lift means from said one position to said other position.

4. The invention as claimed in claim 3, in which selective locking meansare provided at both of said lock stations, in which the selectivelocking means at one of said lock stations must be unlocked before themechanical connector means at such station may be actuated, and in whichsuch selective locking means at said one lock station may be relocked,after the vehicle has been driven against the gate to pivot it away fromverticallyupwardly extending position, witout locking said latchingassembly and preventing additional pivotal movement of the gate.

5. The invention as claimed in claim 4, in which means other than saidlift means are provided to maintain said second latching element in anupwardlyshifted nonlatching position after said gate has pivoted awayfrom vertically-upwardly extending position, and after said lift meanshas disengaged said second latching element, such means for maintainingsaid second latching element in an upwardly-shifted nonlatching positionbeing adapted to permit said second latching element to shift downwardlyto said downwardlyshifted latching position after said gate swings backto said vertically-upwardly extending position.

6.. The invention as claimed in claim 3, in which said shaft is hollow,and in which said first mechanical connector means has a portion whichextends through said hollow shaft.

7. The invention as claimed in claim 3, in which each of said lockstations includes padlock means to prevent movement of the associatedmechanical connector means until after the padlock means in unlocked.

8. The invention as claimed in claim 3, in which means are provided toconstrain said second latching element to insure that it moves onlyalong a predetermined path.

9. The invention as claimed in claim 3, in which 10. The invention asclaimed in claim 3, in which damper means are provided to cause saidgate to pivot relatively slowly, said damper means being connected atone end to an element fixed to said shaft, and at the other end to afixed support.

housing means are provided to enclose said latching assembly and preventtampering therewith.

1. A vehicle gate assembly, which comprises: a gate element, means tomount said gate element for pivotal movement about a horizontal axis,said means to mount said gate element comprising a hollow shaft which iscoincident with said horizontal axis, said horizontal axis beingdisposed at an elevation near that of the surface oF the roadway overwhich said gate element is mounted, means to bias said gate elementtoward an upright road-blocking position, whereby said gate element isin said upright road-blocking position at all times except while avehicle is driven thereagainst and thereover, an operating stationdisposed at one side of said roadway and spaced from said gate element,the location of said operating station being such that it is accessibleto a driver sitting in the driver''s seat of a vehicle which is stoppedon said roadway adjacent said gate element, latch means to latch saidgate element in said upright position, means operable from saidoperating station to release said latch means and thus said gate elementto thereby permit said vehicle to be driven against and over said gateelement, said release means, said latch means and said bias meanscooperating with each other to effect relatching of said gate element inupright roadblocking position after said vehicle has driven through saidgate, and without requirement for further action by the vehicle driver,a second operating station provided on the side of said gate elementremote from said first-mentioned operating station, said secondoperating station being on the other side of said roadway, andmechanical connection means provided between said second operatingstation and said release means, said mechanical connection meansextending through said hollow shaft.
 2. A vehicle gate assembly, whichcomprises: a gate element, means to mount said gate element for pivotalmovement about a horizontal axis, said horizontal axis being disposed atan elevation near that of the surface of the roadway over which saidgate element is mounted, means to bias said gate element toward anupright road-blocking position, whereby said gate element is in saidupright road-blocking position at all times except while a vehicle isdriven thereagainst and thereover, an operating station disposed at oneside of said roadway and spaced from said gate element, said operatingstation comprising an elongated movable actuating element, an elongatedslide element mounted in fixed relationship parallel to said actuatingelement, and a plurality of tabs slidably mounted on said slide element,said tabs having overlapping portions which are apertured to receivepadlocks, said tabs being adapted to prevent movement of said actuatingelement when all of said tabs are connected together in seriesrelationship by said padlocks, but to permit movement of said actuatingelement when any one padlock is removed, the location of said operatingstation being such that it is accessible to a driver sitting in thedriver''s seat of a vehicle which is stopped on said roadway adjacentsaid gate element, latch means to latch said gate element in saidupright position, and means operable from said operating station andresponsive to movement of said actuating element to release said latchmeans and thus said gate element and thereby permit said vehicle to bedriven against and over said gate element, said release means, saidlatch means and said bias means cooperating with each other to effectrelatching of said gate element in upright road-blocking position aftersaid vehicle has driven through the gate, and without requirement forfurther action by the vehicle driver.
 3. A self-closing and self-lockingvehicle gate assembly, which comprises: an elongated shaft, bearingmeans to rotatably mount said shaft in a horizontal position parallel toand adjacent the surface of a vehicle roadway, a gate rigidly connectedto said shaft and normally extending vertically upwardly therefrom, afirst lock station disposed on one side of said gate and on one side ofsaid roadway, a second lock station disposed on the other side of saidgate and on the other side of said roadway, both of said lock stationsbeing so disposed as to be accessible to the driver of a vehicle whilehe is sitting in the driver''s seat of said vehicle and said vehicle isstopped adjacent and facing said gate, means to bias said gate towardvertically-upwardly extending position, a latching assembly normallyadapted to prevent rotation of said shaft and of said gate when saidgate is in said vertically-upwardly extending position, said latchingassembly comprising a first element fixedly mounted on said shaft at oneend portion thereof, said latching assembly also comprising a secondelement mounted generally above said first element for movement ingenerally upward and downward directions, said second element when in adownwardly-shifted latching position being adapted to prevent rotationof said first element and thus of said shaft and said gate, said secondelement when in an upwardly-shifted nonlatching position being adaptedto permit rotation of said first element and of said shaft and gate,lift means movably mounted under said second element and adapted whenmoved from one position to another position to shift said second elementto said upwardly-shifted position, first mechanical connector meansextending from said lift means to said first lock station, and adaptedwhen actuated by the vehicle driver to move said lift means from saidone position to said other position, and second mechanical connectormeans extending from said lift means to said second lock station, andadapted when actuated by said vehicle driver to move said lift meansfrom said one position to said other position.
 4. The invention asclaimed in claim 3, in which selective locking means are provided atboth of said lock stations, in which the selective locking means at oneof said lock stations must be unlocked before the mechanical connectormeans at such station may be actuated, and in which such selectivelocking means at said one lock station may be relocked, after thevehicle has been driven against the gate to pivot it away fromvertically-upwardly extending position, witout locking said latchingassembly and preventing additional pivotal movement of the gate.
 5. Theinvention as claimed in claim 4, in which means other than said liftmeans are provided to maintain said second latching element in anupwardly-shifted nonlatching position after said gate has pivoted awayfrom vertically-upwardly extending position, and after said lift meanshas disengaged said second latching element, such means for maintainingsaid second latching element in an upwardly-shifted nonlatching positionbeing adapted to permit said second latching element to shift downwardlyto said downwardly-shifted latching position after said gate swings backto said vertically-upwardly extending position.
 6. The invention asclaimed in claim 3, in which said shaft is hollow, and in which saidfirst mechanical connector means has a portion which extends throughsaid hollow shaft.
 7. The invention as claimed in claim 3, in which eachof said lock stations includes padlock means to prevent movement of theassociated mechanical connector means until after the padlock means inunlocked.
 8. The invention as claimed in claim 3, in which means areprovided to constrain said second latching element to insure that itmoves only along a predetermined path.
 9. The invention as claimed inclaim 3, in which damper means are provided to cause said gate to pivotrelatively slowly, said damper means being connected at one end to anelement fixed to said shaft, and at the other end to a fixed support.10. The invention as claimed in claim 3, in which housing means areprovided to enclose said latching assembly and prevent tamperingtherewith.